Most likely there is no real C-limit on Leaf (what do 8 bar Leaf owners see when QC-ing?)Leaf1 just doesn't ask above 125Amps. Maybe the wiring is not made for more.What we do know that maximum voltage for any cell is 4,13V and that is the mainlimitation above 1/3 charge state.Even at really low SOC and ideal temperatures it is hard to get over125A on 24kWh pack. That voltage limit is reached really fast especially iftemperature of the pack is not ideal. And this is why all EV-s taper while QC-ing.

24-30kWh pack on 50kW 125A charger is pretty much maxed out.Teslas 70-90kWh packs on 135kW 330A are pretty much maxed out.We can expect Leaf2 and Tesla3 both suck 100kW from chargers as MAX speed.Even if Superchargers are able to give more - battery will not be able to take that.

*Kia Soul EV with 30kWh pack did charge few minutes faster on 100kW ChaDeMo.Is it worth it? 2x power to lose 5 minutes on 0-80% time 100kW charger does make sense only for packs above 50kWh.This is not Nissan specific.

Is it normal to taper from such an early stage? This charge started at 43% as indicated by dash. I can understand starting to taper by 4.12V but curious why is starts to taper before 124 GIDs. I have discussed with the charging provider and they assure me it is the Leaf solely in control and I watched the subsequent session with a Hyundai Ioniq and that was getting over 40 kW growing as pack voltage rose (limited to 125A).

The BMS will not let cell voltages rise over 4.1V, so it has to taper the charge rate.

If you watched cell voltages for the Ioniq you'd probably find that the pack reaches 4.1V/cell at higher SOC / charge rates. The Ioniq has the benefit of a slightly larger pack (a larger pack all-else being equal will be capable of higher charge rates), but it also appears that the Ioniq's battery pack has exceptionally low internal resistance and is able to accept very fast charge rates.

drees wrote:That looks like a fairly normal CHAdeMO taper for a '14 LEAF.

The BMS will not let cell voltages rise over 4.1V, so it has to taper the charge rate.

If you watched cell voltages for the Ioniq you'd probably find that the pack reaches 4.1V/cell at higher SOC / charge rates. The Ioniq has the benefit of a slightly larger pack (a larger pack all-else being equal will be capable of higher charge rates), but it also appears that the Ioniq's battery pack has exceptionally low internal resistance and is able to accept very fast charge rates.

Thanks for the confirmation. A related question is as temperature changes how much does it move the tapering point. After a few DCFC where battery was about 35 deg C the taper didn't start until about 65%. Conversely if the pack is cold could it start even earlier?

We pay here by both the minute and kWh (good fair system) and as our winter approaches could we expect even lower start of the taper.

Internal resistance of the battery goes up as temperature decreases so charge tapering will start sooner in cold weather. The battery in my 2015 has much lower internal resistance than the 2011 so it charges much faster and reaches a higher SOC before tapering.